martin



4 Shets-Shee5 1. D. P. MARTIN, E. HERVAIS -& F. LOPPE.

(No Model.)

BRAKE FOR VEHICLES; No. 555,871.

Patented Mar. 3, 1896.

(No Model.) 4 Sheets-Sheet 2.

D. P. MARTIN, E. HERVAIS 85 F.- LOPPE.

, BRAKE FOR VEHICLES.

N0. 555,871 Patented Mar. 3, 1896.

4 Sheets-Sheet 3.

(No Model.)

D. P. MARTIN, E. HERVA IS & FLOPPE.

BRAKE FOR VEHICLES.

No. 555,871. P atented Mar. s, 1896.

ANDREW (No Model.) 4 Sheets-Skeet 4. .D. P. MARTIN, E. HERVAIS & F. LOPPE.

BRAKE FOR VEHICLES-v P atented Mar. 3,1896;

ANDREW B.GRAHAM.PHGTO LIYHO WASMNGTONDL UNITED STATES P TENT OFFICE,

DENIS PIIILIPPE MARTIN, EMILE HERVAIS, AND PnANcoIs LoPPn, or

PARIS, FRANCE.

BRAKE FOR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 555,871, dated March 3, 1896.

Application filed July 26, 1893. Serial No. 481,547. (No model.) Patented in France April 29, 189$,No. 229,716,- in Belgium April 29,1893,N0.104,471; in Germany July 14,1893,N0.79,338; in England July 25, 1893,1l0. 14,357; in Lunemhnrg July 25,1893,N0-1,8641 in Austria Hungary July 25,1893,N0.40,836 and No. 81,292; in Switzerland July 25,1893,

No. 7,319; in ItalyJuly Z5,1893,.N0.34,560,

To all whom it may concern:

Be it known that we, DENIS PHILIPPE MAR- TIN, EMILE HERVAIS, and FRANcoIs LoPPn, citizens of the Republic of France, residing at Paris, in the Republic of France, have invented Improvements in Brakes for Vehicles, (for which we have obtained Letters Patent in Belgium, No. 104,471, dated April 29, 1893; in France, No. 229,716, dated April 29, 1893; in Italy, No. 34,550, dated July 25, 1893; in Switzerland, No. 7,319, dated July 25,1893; in Austria-Hungary, No. 40,836 and No. 81,292, dated July25, 1893; in Spain, No. 14,778, dated July 26, 1893; in Luxemlourg, No. 1,864, dated July 25, 1893; in England, No. 14,357, dated July 25, 1893, and in Germany, No. 79,338, dated July 14, 1803,) of which the following is a specification.

This invention relates to brake apparatus for vehicles, such as railway and tramway vehicles, in which the energy required for applying the brakes is entirely obtained from the momentum of the vehicle to which the apparatus is applied, electricity being employed as the transmitting agent to control the application, graduation, and taking off of the pressure of the brake-blocks. The control may also be effected by mechanical means.

By the employment of electricity simultaneous action will be obtained of all the brakes from the first to the last carriage of a train of any required length. This property will permit the employment of the brake apparatus in goods-trains. The brake apparatus is automatic, and it is not necessary to store up in advance any energy whatever on the ve hicles to give it this property. In case of the rupture of couplings the application of the brakes will be eifected instantaneously in all parts of the train, and in case of danger the brakes can be actuated in the simplest manner by the officials or by the passengers. The action of the brakes can be varied as desired, the operator being able to apply the brakes with any pressure between the maximum pressure and the simple contact of the brakeblocks against the tires of the wheels. No preliminary storage of energy being necessary to effect its application, taking off, or autoand in Spain July 26, 1893,1T0. 14,778.

Inatic action, the brake apparatus is, after one operation, ready for a fresh one. The weather has no injurious effect on the operation of the apparatus. Consequently the apparatus can be employed both in the hottest and the coldest climates.

In the drawings filed with our provisional specification, Figure 1 is a side view, Fig. 2 a horizontal section on the line A B, Fig. -1, and Fig. 3 an end view, of brake apparatus constructed according to our invention, the connection to the brake-blocks and other parts of the apparatus being omitted. Fig. 4 is a part section at right angles to Fig. 2 of a regulating arrangement. Fig. 5 is an end View, partly in transverse section; and Fig. 5 is a longitudinal section, showing means for working the brake apparatus by electricity. Fig. 0 is a side view of one of the operating-levers, and Fig. 6 is a view at right angles to Fig. (i. Fig. 7 is a section 011 the line B S of Fig. 3. Fig. 8 is a transverse section on the line X X, Figs. 1 and 2. Fig. 9 is a side elevation, and Fig. 9 an end View, of apparatus for obtaining energy from an axle of the vehicle for operating the brake. Fig. 9 is a detail View showing a modification. Fig. 10 shows the general arrangement of the whole of the apparatus on a single vehicle. Figs. 11 and 12 are respectively a diagrammatic side view and plan of a train, showing the electrical con nections for our improved brake apparatus.

Brake apparatus constructed according to our invention comprises two liquid-containing cylinders C and D situated side by side. The cylinder C is fitted with a piston P de signed to receive from an axle of the vehicle to which the apparatus is applied the energy necessary for the application of the brake. The cylinder D is furnished either with. a single piston or, as shown, with two pistons P P for transferring the energy imparted to the piston in cylinder 0 to the levers of the brake-blocks, the transfer of energy from the piston in one cylinder to those in the other being effected through a liquid connection between the two cylinders. The intermediate chamber E serves to connect the walls of the cylinders and also acts as a liquid-reservoir.

0, Fig. 2, is a passage that establishes communication between the cylinder 0 and inlet and outlet valves for the liquid destined to actuate the pistons P and P.

In connection with the piston P in the cylinder 0 there is provided a valve F, packing G, and a piston-rod I-I adapted to be connected with a lever of the apparatus for transferring energy, as hereinafter described, from one of the axles of the vehicle to which the apparatus is applied. The position of the piston P shownin Fig. 2 corresponds to the normal or inoperative position of the brakeblocks. When it is desired to keep any individual brake apparatus out of action, a lever L, hereinafter more particularly referred to, is turned into the position shown in Fig. 1, so that the head H of the piston-rod H will abut against a projecting part Z on the said lever.

At the end of the cylinder 0 opposite to that through which the rod H passes is an apparatus K which serves for operating the brake apparatus under the action of an electric current. When an electric current passes continuously through the electromagnet J of this apparatus the brake-blocks are taken completely off. On the other hand, an interruption in the passage of the current immediately causes the application of the brakeblocks. To again effect the taking off of the brake-blocks it is sufficient to re-establish the current. An intermittent current or a series of intermittent currents will produce the moderate pressure of the brake-blocks until taking the brake off completely.

The brake-cylinder D is provided at each of its ends (which serve as guides to the piston-rods) with means for automatically compensating for the wear of the brake-blocks. For this purpose the rods of the pistons P and P are each provided with a row of ratchet-teeth 19, Figs. 2 and 4, and on each rod is fitted a loose plate M or M, the upper part of the aperture in which is beveled or shaped so as to fit into the teeth on the corresponding rod. A certain amount of play is allowed to the plates M and M so that they may have a vertical motion sufficient to permit them to rise over the teeth of the piston-rods when these move outward. The plates M and M each accompanies the corresponding pistonrod through a space determined by the distance between the sides a and Ct of a recess in the corresponding end of the cylinder D.

Assuming that the maxim um stroke of the pistons P and P has'been fixed beforehand at six centimeters, and that the pitch of the teeth on the rods is one centimeter, that the distance between the sides a a of the recess is about six centimeters and that the thickness of each plate M M is about one centimeter, then the plates M and M will each move back over one of the teeth 19 when the pistons P and P have moved outward about six centimeters. On the return or inward movement of the pistons the vertical face of the teeth over which the plates slipped will bear against the said plates,which will therefore arrest the return of the pistons when they abut against the inner walls a of the said recesses. The plates M and M will in this way be moved from time to time along the pistonrods until the brake-blocks have been worn away to an extent corresponding to the total stroke given to the pistons P and P.

The parts are or may advantageously be so arranged that the initial effort transmitted by the pistons P and P will be multiplied by five by the levers connecting them to the brake-blocks, and the brake-blocks may be normally maintained at a distance from the wheels varying from ten to twelve millimeters.

The leverL pivoted to the extremity of the guide 1 1*, through which the rod H works, serves to put the brake apparatus out of action in case the vehicle forms part of a train not using the continuous brake apparatus, or when from any other cause it is desired that the brake apparatus should not be used. This leverL is actuated from a shaft I placed across the vehicle, Fig. 3, and carrying at each of its ends an operating-lever L, Figs. 6 and 6. A lever L keyed on this shaft transmits movement to the lever L and also to another lever L, which is fixed on the said shaft, Fig. 3, and bears against the spindle of a valve F", Fig. 7, for putting the brakecylinder D in communication with the reservoir E. According as the levers L are in the on or off positions, Figs. 6 and 10, the brake is in an operative or inoperative condition.

The operating-levers L, Figs. 6 and 6, may be combined with a connection to the guards van in order to constitute a rapid and energetic hand-brake. In the application of the brake to goods-stock these levers may be so arranged that they can be operated while the vehicle is in motion by a person standing on the ground, so as to render the brake apparatus available in shunting operations.

The apparatus K is fixed on the end of the cylinder 0 and comprises a casing formed with passages'O, O O O and O and provided with three valves F, F, and F, Figs. 2, 5, and 5, and a solenoid or electromagnet J, which receives current through the terminals Z) and b. This apparatus K serves to alternately open and close the communication between the cylinder 0 and the reservoir E through the passages 0', O and 0 and the tube T. The piston to which the valve F, Fig. 5, is attached works in a cylinder K, which is in communication at its upper part with a passage 0 and a tube T, which is in communication with the brake-cylinder D. The valve F controls a passage which communicates on one side by a passage 0 Fig. 2,with the tube Tand cylinder D and on the other side by passages O and 0 Figs. 1, 2, and 5,with the tube T and reservoir E, Figs.

1, 2, and

F is a valve for controlling the admission of liquid into the cylinder 0 from the reservoir E. F is an outlet-valve for the liquid pass ing from cylinder C to the pressure-regulator and to the brake-cylinder D by the passage 0 The valves F and F can move independently of each other, and the chamber 0* is located between them. The pressure-regulator comprises a valve F mounted in a piston F which is normally maintained in the position shown in Fig. 7 by a coiled spring V. The lower part of the space in which the pressure-regulator is situated communicates with the reservoir E. Under the influence of the pressure of the liquid passing from the cylinder 0 to the brake-cylinder the piston F compresses the spring V until the pressure has attained a predetermined amount, when the spindle of the valve F comes against the regulating-screw V,whereupon the said valve is raised from its sea-t in the piston F and the excess of liquid supplied by the piston P returns to the reservoir E through the said piston F The passages O and O and the passage 0 leading to the brake-cylinder D, are more clearly shown in Fig. 8.

The apparatus for obtaining energy from an axle of the vehicle comprises, as shown in Figs. 9 and 9, two grooved conical cams or snails U and U, which resemble a double conical helix or volute keyed on the axle X, the starting-points or ends of these cams or snails being at their outer ends. In front of the said starting-points or ends are suspended two rollers Y and Y. These rollers can move longitudinally on their axle and are normally maintained in the position shown in Fig. 9 by a helical spring U. The axle of the rollers is carried by arms U jointed to the framework of the vehicle, these arms carrying a cross-bar U which is connected by a rod U lever U and rod U with the rod H of the piston P, Figs. 1, 2, and 9. During the motion of the train, or when the brake apparatus is out of action, the rollers Y and Y occupy the position 1. (Indicated by the full lines in Fig. 9.) When the application of the brake is to take place, the rollers are brought into the position 2, as hereinafter described. In the latter position one of the said rollers, according to the direction of rotation of the axle, engages in the groove of one of the cams or snails U or U and is moved by it into the position 3. In following the helical cam groove from the position 2 to the position 3 the roller engaged therein is moved along its axle and compresses the helical spring U. By the time the roller has arrived at the position 3 it will have reached the larger end of the cam. or snail by which it was operated. Upon further rotation of the cam or snail the roller will pass beyond and out of the cont-r01 of the cam or snail and will then, under the I influence of the spring U, resume its initial position on its axle and permit the said axle to return to the position of rest 1. This operation of one of the rollers by the correspondmiddle and follow one or other of the cam or.

snail grooves, according to the direction of rotation of the axle, there being in this case a spring corresponding to U arranged between each side of the roller and the adjacent arm U On the locomotive at S, Fig. 12, is a source of electricity. One of the poles of this source of electricity communicates directly with one of the side conductors S of the circuit which at the end of the train joins the other side conductor S which returns to the key of the commutator 4". hen the circuit is closed all the brakes are off. In order to apply them it is sufficient to open the circuit. In case of the breaking of a coupling or of the manipulation of a commutator placed at the disposal of the officials or of the passengers, the circuit is opened, which produces the automatic application of the brakes of all the vehicles. At the disposal of the engine-driver is a pressure-gage m, communicating with the brake-cylinder D of the engine or of the tender. By closing the circuit one or more times-that is to say, in an intermittent manner-after the brake-blocks have been applied, the engine-driver can allow a more or less large fraction of the liquid'underpressure contained in the brake-cylinders D to return to the reservoirs E and cause by this means a variation in the intensity of the pressure of the brake-blocks on the wheels of the vehicles.

Having thus described the construction of our brake system, we will now explain its operation.

e will suppose that the reservoir E, the cylinder C, all the passages, and the space between the pistons P P of the brake-cylinder D of a brake apparatus for one vehicle have been completely filled with liquid. Any suitable liquid may be employed, such as oleonaphtha-oil, petroleum or glycerine. "When the electric current is passing through the solenoid or electromagnet J and the lever L is placed in the position on, Fig. 10, the valve F, carried by the piston P, will rest on its seat and close the communication between the cylinder C and reservoir E through the passage 0 and the tube T, Figs. 1, 2, and 5. By the action of the electric current the valve F, secured to the armature or core A, will also bear against its seat and close the communication between the cylinder 0 and the reservoir E through the passages O O and tube T, Figs. 1 and 5. The same movement that caused the valve F to come against its seat will, by reason of the connection between them, have caused the valve F to open, putting the reservoir E in communication with the brake-cylinder D through passages 0 tube T, passages 0 0, and O and tube T, Figs. 2, 5, 7 and 8. The piston P, being retained in the position shown in Fig. 2 by the closing of the passages for permitting the escape of the liquid, will maintain the rollers Y and Y in the position 1 (indicated by full lines in Fig. 9)-that is to say, the brake blocks will be completely off.

If the electric current in the circuit, and consequently in the actuating electromagnet J be interrupted, the following effects will be produced; The valve F will be forced by the spring F to open and put the cylinder 0 in communication with the reservoir E through the passages O O and pipe T, and the valve F will be closed and will cut off the communication between the cylinder D and the reservoir E by passage 0", tube T, passages O O O and tube T. By the action of its spring P the piston P, having now become free, will again begin to move backward, taking with it the rollers Y and Y as far as the position of engagement 2 with one or other of the cams U U, this backward motion of the piston P being permitted by the telescopic connection between the said piston and the valve F, which is normally kept in the position shown in Fig. 2 by a helical spring contained in the piston P. In its engaging motion the piston P, already immersed in the liquid, will have drawn into the cylinder 0 by way of the passage O and valve F a corresponding quantity of liquid from the reservoir E, and will at the same time have forced an equal quantity of liquid out of the cylinder 0 into the reservoir E by way of the passages O O and tube T. Once the engagement has been produced and the roller Y or Y is being brought by the cam U or U into the position 3, drawing with it the piston P, all the liquid in front of this piston will be forced past the valve F into the space communicating with the cylinder D, the pressure-regulator, the tube T, the passage O Fig. 5, and the passage 0 Fig. 2. As soon as the least pressure begins to be produced in these spaces the valve F closes the communication between the cylinder 0 and the reservoir E through the passages O O and tube T. Under the action of the liquid driven forward by the piston P the pistons of the brake-cylinder D move apart and cause the brake-blocks to bear against the tires of the wheels of the vehicle. The increasing pressure of the liquid at the same time causes the piston F of the pressure-regulator to descend until the rod of the valve P abuts against the regulating-screw V, when the pressure will be relieved by the passage of liquid between the rod of the valve F .and the piston F into the reservoir E.

When the brake is applied and the rollers Y and Y have arrived at the position 8, the roller that was engaged will be automatically brought back to the end of its axle by the spring Uthat is to say, it will be completely disengaged from the cam U or U, as the case may be. lVhile the roller is moving from the position 2 to the position 3, the valve F, drawn along by the piston P, is being withdrawn from the passage 0. By the action of its spring the piston P can then come back, returning liquid to the reservoir, until the rollers Y and Y reach the position 1, when further backward motion of the piston P will (as long as there be sufficient pressure in the brake-cylinder D to keep closed the valve F) be prevented by the valve F, which will then close the only (for the time being) open outlet, 0, for liquid from the rear end of the cylinder 0.

In order to effect the taking off of the brakeblocks it is sufficient to reestablish the passage of the current through the electromagnet J. By the action of the current the valve F will be closed, while the valve F will be opened and so put the brake-cylinder D in communication with the reservoir E. Upon the liquid escaping from the brake-cylinder the springs 19* will move back the pistons P and P and the taking off of the brake-blocks will be effected. As the valve F remains closed while there is the necessary pressure in the brake-cylinder D, therefore during that time the piston P will be prevented from being forced back by its spring 19* and so as to cause one of the rollers Y Y to again come into engagement with one of the cams or snails U U. Hence the pressure of the brakeblocks can be reduced as desired by operating the valves F and F by means of the electric current so as to allow the requisite quantity of liquid to escape through the passages O O O and the tube T to the reservoir E. This is effected by causing one or several impulses of current to pass through the electromagnet J, according to the needs of the stoppage.

It will be obvious that a slight leakage or a short emission of current sufficient only to withdraw the water drawn in by the piston F of the pressure-regulator will not affect the pressure of the brake-blocks, as the pressure on the pistons P and P will be maintained at the same amount by the spring V of the pressure-regulator. The variations in the pressure on the pistons P and P will be indicated by the pressure-gage m, which will permit the engine-driver to regulate the pressure to suit requirement.

\Vhen the brakes are completely taken off in consequence of the continuous passage of the current through the apparatus, the valve F opens under the action of its spring. The opening of this valve has not any influence at this moment, since the valve F is closed.

It has been already shown that the mere breaking of the circuit is sufficient to produce the application of the brakes. It is evident then that in case of the breakage of a coupling the brakes will be automatically ap- ICC plied, because the conductors S and S formin g part of the circuit, will be broken. Moreover, the brake apparatus being essentially automatic in its action, a preliminary test of the train before its departure from a station will be unnecessary.

\Vhen a vehicle is to travel without making use of the continuous brake, or when, although it has to be used, its action is to be isolated or rendered independent of the rest of the brakes in the train, it is sufficient to place the lever L, Figs. 0, 6 and 10, in the position off. In this position of the lever L the lever L locks the rollers Y Y, Fig. 9, in the position 1, and the lever L holds open the discharge-valve F which allows the liquid expelled by the piston P to pass back direct into the reservoir E through the pipe T At the moment of putting the lever L into the position off one of the rollers Y or Y might be in the position 2, and consequently in engagement with one of the cams U U, and thus prevent the putting of the brake out of action. In order to prevent this inconvenience the connection between the lever L and the lever L is made by means of a spring. If the head 11 of the piston-rod H has passed the projecting end l of the lever L, this lever abuts against the under side of the said head, and the spring between the levers L and L, being capable of compression, does not prevent the opening of the discharge-valve F. \Vhen after having reached the position 3 the rollers Y and Y and rod ll return, thelockin g of the said head will take place in an automatic manner. lVhen, on the contrary, itis desired to bring the lever L back into the position on, the rigid connection between the two levers insures the immediate disengagement of the lever L from the head of the pistonrod H.

hatwe claim is 1. I11 brake apparatus for railway and other vehicles, the combination of a cylinder 0 fitted with a piston P and adapted to receive from an axle of the vehicle to which the apparatus is to be attached the energy necessary for the application of the brake-blocks, a cylinder I) fitted with a piston or pistons adapted to transmit the energy transferred to it from the piston P to the levers of the brake-blocks, a reservoir E, communication-ways from one part of the interior of the cylinder 0 to both the cylinder D and the reservoir E, two communication-ways from the reservoir E to a part of the said interior arranged to be always on the opposite side of the piston P to the before-mentioned part, a communication-way from the cylinder D to the reservoir E, and means for controlling comm unicat-ion through the said ways, substantially as hereinbefore described.

2. In brake apparatus for railway and other vehicles, the combination of a cylinder 0 containing a piston P provided with a rod H, mechanism adapted to impart energy to said piston from an axle of the vehicle to which the apparatusis to be applied, alever adapted to arrest the rod II in such a position as to prevent the said mechanism from imparting energy thereto, a device for operating the said lever, and a spring interposed between the said device and the said lever, substantially as hereinbefore described and for the purpose set forth.

3. In brake apparatus for railway and other vehicles, the combination with cylinders C and D, fitted with pistons, a reservoir E, and passages adapted to connect the said cylinders with each other and with the said. reservoir, of valves controlling the direct communieation between said cylinders, a valve F carried by the piston of said cylinder 0 and arranged to control an exit-passage from said cylinder 0, and a controlling apparatus K provided with valves F, F, and F adapted to control the passages for placing the respective cylinders in communication with the said reservoir and with means for operating the valves F and F in one direction in opposition to a spring orits equivalent, which automatically effects their return movement, substantially as herein described for the purpose specified.

4. In brake apparatus for railway and other vehicles, the combination with cylinders C and D provided with pistons, a reservoir E, passages adapted to connect the said cylinders with each other and with the said reservoir, and valves for controlling said communications, of a by-pass pipe or passage arranged between the reservoir E and the cylinder 0 on the delivery side of the latter, a valve F adapted to control said by-pass pipe or passage, a lever L adapted to open said valve, and means for operating said lever, substantially as herein described for the purpose specified.

5. In brake apparatus for railway and. other vehicles, an energy-transmitting device comprising two reversely arranged conical grooved cams or snails U and U, fixed on a rotary axle of the vehicle to which the brake apparatus is applied, one or more rollers adapted to engage with and be operated by one or other of said cams or snails according to the direction of rotation of said axle and to transmit energy from the said axle through intermediate apparatus to the brake-blocks, and a spring adapted to return the roller that has been operated, to its normal position after being released by the cam or snail by which it was operated substantially as hereinbefore described.

6. In brake apparatus for railway and other vehicles, the combination of cylinders O and D, pistons fitting in the said cylinders, a reservoir E, passages adapted to connect thesaid cylinders with each other and with the said reservoirfvalves for controlling said passages a controlling apparatus K and connections for placing the same under the control of the driver or other person, conical cams or snails U and U fixed on an axle of the vehicle to which the apparatus is applied, a roller Y or Y adapted to enter into engagement with one of said cams or snails, and mechanism for transmitting energy from said roller to the piston of said cylinder 0, substantially as hereinbefore described.

7. In brake apparatus for railway and other vehioles,the combination with the brake block or blocks and lever mechanism therefor, of brake-actuating mechanism comprising a cylinder 0 having a spring-piston P, a cylinder D having one or more spring-pistons, a reservoir, passages connecting the compressing end of said cylinder 0 with said cylinder D and reservoir respectively, non-return valves F, F controlling said passages, a by-pass with valve F between the former of said passages and said reservoir, passage 0 and pipe T arranged between the exhausting end of said cylinder 0 and said reservoir and controlled by a spring-valve F carried by said piston P, a by-passage 0 0 arranged between said cylinder 0 and pipe T and controlled by an automatic spring-valve F and by a spring-valve F", a pipe T and passages 0 O and 0 arranged between said cylinder D and pipe T and controlled by a spring-valve F, a passage 0 connecting the outer end of the chamber containing said valve F with the passages between said cylinder D and valve F, an electromagnetic device for closing said valve F and opening said valve F against the action of their springs, a pressure-regulator for controlling the pressure of liquid supplied to said cylinder D, and means for transmitting energy from an axle of the vehicle to which the apparatus is applied to the piston of said cylinder G, all substantially as herein described for the purposes specified. In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

DENIS PHILIPPE MARTIN.

EMILE HERVAIS FRANQOIS LOPPE.

Witnesses:

RoBT. M. HooPER, EMILE BERTED. 

